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Title: Level of Service F for Grade A Streets Track: Prosper Format: 90 minute panel Abstract: Relying solely on Level of Service criteria for street design, which evaluates vehicle congestion, leads to poor outcomes on many of our roadways. LOS F, far from a failure, creates opportunities to reallocate roadway space for more livable street designs. In this session, learn about projects in Cambridge and San Francisco that overcame opposition and generated community support in prioritizing better bicycling and walking over vehicle capacity during the peak hour of travel. Presenters: Presenter: Michael Sallaberry San Francisco Municipal Transportation Agency Co-Presenter: Jeffrey Rosenblum City of Cambridge, MA
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Cesar Chavez StreetLevel of Service F for Grade A Streets
ProWalk ProBike ProPlacePittsburgh PA – Sept 2014
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Road DietsExcess capacity removed, extra space reallocated for other purposes:- Bike Lanes- Wider Sidewalks- Median/Pedestrian Islands
San Francisco has 60+ road diets
FHWA diagram
Space is a Limited Resource
To be used Efficiently
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Road Diets create space for
Complete Streets, which offer comfort
and enjoyment of public space.
Other streets can feel like:
All Trips Today 2018 Goal
61% auto/39% non-auto 50% auto/50% non-auto
SFMTA STRATEGIC PLAN GOALS
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Road Diets in San Francisco
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Rules of ThumbTwo cut-offs for classic
4-to-3 road diet:1) ~20,000 vehicles per day
2) ~1000 vehicles per hour per direction
Also, peak hour volume isapprox 10% of ADTie. if pk hr = 800 vph, ADT ~8000vpd
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Successful road diet in
1999 -Create
success stories!
Initially installed as trial due to concerns
Valencia Street
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Cesar Chavez Street
Six lanes: 53,000 veh/day
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Cesar Chavez Street,San Francisco
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Plans for Cesar
Chavez(formerly known as Army Street)
Expressway to a third bridge that was never built
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Army/Cesar Chavez – early days
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History of Army/Cesar Chavez St
Search for “Cesar Chavez Army Bernalwood”
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Cesar Chavez St
Recent Past
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Crashes lead to call for action
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Multi-Agency Effort
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Coordination
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Design Considerations- Pedestrians - Schools, Parks Access- Bicyclists - Transit- Trucks - Local and Regional Traffic- Signal Design - Accessibility (APS)- Traffic Routing during Construction
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Options Vetted with Community
Option 1- “Wide Median” chosen by meeting attendees
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Midblock Cross Section
Existing
Proposed
53,000+veh/day – LOS F acceptable trade-off for benefits
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# of vehicles per hourvehi
cles
per
hou
r
Designing for Peak Motor Vehicle Flow
Unused Capacity
Unused Capacity
Peak
Per
iod
Level of Service “F”
Graphic by M Sallaberry
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Designing for Peak Hour
Inefficient Use of Valuable SpaceEmpty Lanes Encourage SpeedingUnnecessarily Wide for Pedestrians
*Peak hour occurs ~2hrs/day, 5 days/week, or 6% of the time
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“This project will create congestion!”
There may be congestion during the peak hour* but the benefits will be there 24
hours/day, 7 days/week.*Peak hour occurs ~2hrs/day, 5 days/week, or ~6% of the time
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Peak Traffic Volumes are Not a GivenIf +/- 5% of peak hour traffic shifts in some way – no more LOS problem!
Some drivers can:- Travel at another time- Take another route- Consolidate trips or
not take the trip, espnon-essential trips
- Use another mode
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Protect Neighboring Streets!
- Gather “before” volume-speed data for baseline- Anticipate cut-through routes and proactively address
Before – attractive to cut through
After – raised xwalk, bulbout/neckdown
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Benefits for Everyone
Pedestrians: Shorter crossings, fewer lanes to cross, wider median refugesBicyclists: Striped space on road and slower speedsTransit: Transit bulbs ease access to/from stops and reduce delayMotorists: Speeds (and collisions) drop, turn lanes ease left turns, easier to access parking with wider parking lane and bike lane as bufferProperty Owners: increased housing valueAll: Speeds (and thus, collisions) drop, more beautiful street
Other: higher efficiency lighting saves energy and costs, landscaping reduces flooding and recharges groundwater
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Benefits for Pedestrians
Shorter crossings, fewer lanes to cross, wider median refuges
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Shorter Crossing, Less Exposure
Crossings shortened from 80’ to 68’Use newly available signal time to account for slower pedestrians AND to add green time for arterial, if needed
Before After
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Benefits for Bicyclists
Striped space on road and slower speedsSeparated bikeway considered but not chosen due to a number of
People on bikes along CC up 250%
in 5 years!
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Benefits for Transit
Transit Bulbs
• Shorter dwell time for transit• More space for shelter and other street
furniture outside walking space• More landscaping opportunities• Reduces impact of congestion on transit
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Benefits for Motorists
Speeds (and collisions) drop, turn lanes and signal work ease left turns, eased access to parking with wider parking lane and bike
lane as buffer, space for everyone = less stress
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More beautiful enjoyable street, increase in
property value
Freeway approach, before-after
302 new trees!
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High efficiency lights save energy and costs, landscaping reduces flooding, recharges groundwater
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Not a freeway – change the scale!
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Cesar Chavez at Mission/Capp Sts
Very long crossing in east crosswalk: 125’ and 8 lanes to cross
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CC and Mission/Capp
8 lanes and 125’ to cross vs 5 lanes and 68’ to cross the streetBefore After
Same valve in both pics
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Left Turns
Easier for motorists, where allowed.More comfortable for pedestrians, where not allowed.
Left turns involved in many crashes with peds, so either prohibit or design for them with signal phasing.
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Road Diets can include conversion ofparking spaces to ped/bike uses
Parklets
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On-Street Bike Parking/Corrals
1 car space =
10 to 12 bike
spaces
Clears sidewalk for peds
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The Biggest Road Diet: Teardown of The Embarcadero
Freeway
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Thanks!
Mike SallaberrySFMTA, Livable Street
“SFMTA Livable Streets” on [email protected]
Partner agencies: SFMTA, DPW, Planning, PUC
